Car construction



Dec. 23, 1941. o. c. DURYEA CAR CONSTRUCTION Filed Feb. 16, 1959 5 sheets-sheet Dec. 23, 1941. Q Q DURYEAv CAR CONSTRUCTION FiledFebv 16, 1939 5 Sheets-Sheet 2 'Dec. 23, 1941. o. c. DURYEA CAR CONSTRUCTION Filed Feb. 16, 1939 5 Sheets-Sheet s lllii Dec. 23, 1941. o. c. DURYEA 2,266,963

GAR CONS TRUCTION' Dec. 23, 1941.

o. c. DURYEA GAR CONSTRUCTION Filed Feb. 16,. 1939 5 Sheets-Sheet 5 "I... "I ilmwi. :wU

Gel/mm, M2,. Mum

Patented Dec. 23, 1941 UNITED STATES PATENT OFFICE CAR CONSTRUCTION Otho C. Duryea, Waterbury, Conn., assignor to 0. C. Duryea Corporation, Wilmington, Del., a corporation of Delaware Application February 16, 1939, Serial No. 256,808

14 Claims.

This invention relates to railway car underframes 'of the Duryea type which provide long travel for cushioning draft and buifing forces, together with train slack of predetermined extent which is less than said long travel.

As disclosed, for example, in U. S. Patent No. 1,693,194 dated November 2'7, 1928, and as emquired openings while at the same time they must have adequate strength to support the car body and the draft and buffing column, as well as adequate rigidity against forces acting longitudinally of the car. Generally relative movement between the column and car body is yieldingly resisted by resilient means interposed between the column and the body bolsters, but in many cases it is also desirable to provide friction between the draft and buffing column and the car body, which has the results not only of dissipating part of the energy of draft and bufilng forces but also of providing a more gradual return of the draft and buffing column to its normal position. One manner in which this has been accomplished heretofore, as disclosed in the patent referred to above,

' is to support the floor of the car in part by means having frictional engagement with the draft and bufiing column. This arrangement, however, increases the friction between the crossbearers and the column and tends to increase the longitudinal forces on the crossbearers, as well as to cause longitudinal forces on the floor of the car.

Various constructions have been proposed and used heretofore with such arrangements. In one construction, as exemplified by U. S. Patent No.

1,904,294 dated April 18, 1933, the crossbearers comprise flanged pressings which extend from side to sideof the car with holes cut in the webs to provide for the passage of the draft and buffing column. These crossbearers are strengthened by center brace castings or lengths of angles riveted to the pressings at and around the openings, and the castings or angles also extend below the pressings to provide ears between which longitudinal tie angles are connected. In another construction, as exemplified by U. S. Patent No. 1,938,754, dated December 12, 1933, the cross- ,bearers comprise flanged pressings which extend from each side toward the center of the car ,where they are connected by top and bottom 5.;

tie bars extending above and below the draft and bufilng column. Longitudinal tie angles are connected between each pair of adjacent crossbearers by means of gusset plates secured to the top tie bars, and other longitudinal tie angles extend below and are connected to the bottom tie bars.

One of the objects of the present. invention is to provide a novel crossbearer construction which, while possessing adequate strength and rigidity, is at the same time simpler and of fewer parts, as well as less expensive in time, labor and materials required for construction, than crossbearers of types such as those referred to above.

Another object of the invention is to simplify the construction and to decrease the expense in time, labor and materials required for tying the crossbearers together in a longitudinal direction, as well as to reduce the number of parts required for this purpose.

A further object is to provide novel means combining the functions of tying the crossbearers together in a longitudinal direction and of guiding and supporting the draft and buffing column in its longitudinal movement. 1

Another object is to provide novel means for providing friction between the car body and column in a simple and eliective yet inexpensive way while at the time time providing an additional longitudinal tie between the car bolsters.

Another object is to provide such friction without causing longitudinal forces to act on the car flooring.

A further object is to provide such friction while substantially eliminating longitudinal forces on the crossbearers heretofore caused thereby.

A still further object is to provide novel cushioning means interposed between the draft and bufiing column and the car body for cushioning draft and buffing forces.

Other objects will appear hereinafter as the description proceeds.

One embodiment of. the invention has been illustrated in the accompanying drawings but it is to be expressly understood that said drawings are for purposes of illustration only and are not to be construed as a definition of the limits of the invention, reference being had to the appended claims for this purpose.

In the drawings,

Figs. 1 and 1a. together constitute a plan view in section of one end of the car underframe;

Figs. 2 and 2a together constitute a sectional View taken on the center line of Figs. 1 and 1a,;

Fig. 3 is a section taken on the line 3-3 of Fig. 2;

Fig. 4 is a section taken on the line 4-4 of Fig.

Fig. 5 is a section taken on the line 5-5 of Fig. 2

frame may comprise the usual or any suitable combination of end andsidesills, :body bolsters, diagonal --.bra-ces, and .crossbearers intermediate the bolsters. .Inthe form :showndn Fig.9, the underframe comprises an .end sill l, side sills 2, "bodybolsters one of which is indicated generally at .3, and one .or more crossbearers intermediate the bolsters which are indicatedzgenerally at 4. 'Suitable "bolster construction is shown :in more detail in vl3'igs..1+5. ZAs shownrin these figures the bolster comprises a icenter bracecasting 5, a top cover plate Sextending between the side sills "2 :and suit-ably connected to the center brace casting as by-weldingc-alongthe lines 1 (Fig. 2), and :a .bottom cover -plate 8 extending between :the side sills 2 beneath the center :brac'e casting :andisecuredtothe-latter in any suitable manner .as :by means .of'srivets 9.

The top and bottom .cover plates are connected by vertical webs or diaphragms In to form a hollow 'box-rlike structure as shownin ,cross'section in Fig. 12. Flanged torque arms H extendoutwardly'from the bol- :sterfto the endssill :lgsaidtorquearms being connected to thelupp'erspartof the center brace casting 5 by welding along the lines'l'2 (Fig. 4) and to the bottom cover plate by rivets l3. The

.rivets 9 and 1 3 also secure a suitable center plate -14 to the bolster. The webs 'or diaphragms ID are welded to the cover plates 9 and 8 and their inner ends abut the torque arms II and are welded thereto. It is .tobe understood, however, .that the construction thus far described constitutes no part per se of the present invention and 'thatanyother suitableconstruction may -be substituted therefor.

-As clearly shown in Fig. 4, the lower portion of the center brace casting 5 is of less width than the upper portion .to provide bolster openings I5 loetween said lower portion .and ithe torque arms J-l. These openings 15, together with alined openings in the crossbearersas hereinafter described, permit the longitudinal movement therethrough of a draft andbuffing column which extends substantially the length .of the car body and comprises a pair of spaced, suitably interconnected channelmembers l6, lfifone extending through each .of the openings [5. As "shown,

these fohannels are connected at their ends bya striking plate casting .[1 (Figs. 1a, 2a and B) and are guided adjacent their ends 'byguide plates l8 carried by the end sills 'l andhaving grooves or slots I9 in which the upper'flanges'of the channels 16 "have sliding engagement. Inter- .mediate the bolsters andithe end sills, "the channels l6 are further c'onnectedbytop and bottom cover plates 20' and'2l (Figs.""2"'and 2a) and 'b pocket by lugs '43 (Fig. 2a).

ably embrace the lower portions of the center brace castings as shown in Fig. 4. To provide additional strength and rigidity adjacent the bolsters, the channels it may be suitablystrengthened as by bars 24 welded to the webs of the channels.

Suitable oversolid stops are provided to limit the maximum movement of the draft and bufiing column relative to the bolsters. As shown in Figs. 1 and 2, the outer stop comprises a U- .shaped member 25 the vertical legs of which extend within the channel-s l6, l6 and are preferably welded thereto and the top horizontal portionof which constitutes a further connection between the channels and is also welded to the top cover plate 20 as indicated at 26 in Fig. 2.

The outer side of the center bracecastingli is provided with a =U-shaped striking face .21 was shown clearly in Fig. 5 which conforms to the shape of the stop member '25 and against which said stop member is adapted to engage to limit the maximum inward movement of the draft and 'buifing column. The inner stop comprises a similar U-shaped member 28 secured by welding at 29 to the webs of the channels [6 (Fig. 3) and at 39 to the top cover plate 22, the inner side'of the center brace casting 5 being provided with a similar U-shaped striking face 3| adapted to be engaged 'by the stop 28 to limit the maximum outward movement of the draft and buffing column. Preferably the inner stop 28 is also-adapted as hereinafter described to cooperate-with the cushioning m'echanismand to this end it is 'provided with angles'32 welded thereto at 33.

Yielding means preferably comprising both resilient and frictional elements are interposed between the car body and the draft and buffing column to cushion draft and bufiing forces. As shown in Figs. 1, 1a, 2 and 2a these yielding means comprisea spring 34 extending outwardly from the bolster toward the end of the car and arranged to be compressed on both outward-and inward movement of the draft and buffing column. A link :35 extends through the spring 34 and is provided at its outer end-with a head 36 engaging and holding the outer end of the'spring 34. The outer end portions of the spring and link are housed in and guided and supported by a'casting welded to the draftand buffing column for transmitting draft and buffing forces from the coupler to said column. 'The upper and lower horizontal walls 31 and the inner vertical walls 38 of said casting form a housing and support for the spring 34. The upper and lower edges of the outer vertical walls 39 project into contact with and are welded at 40 to the channels 16.

- To provide greater weldle'ngth in a longitudinal direction, the walls 31 and 39 may be shaped to tical walls '38 to provide a pocket 4| for a follower plate 42 which engages the head 36 of the link 35, said follower plate'being retained in said Outwardly of the follower pocket 4| the vertical walls 39 are continued to provide arms 44 welded to the channels 16 along their edges as shown at 45 and provided with ribs 46 extending through openings in the channels I8 and defining Openings 4! fora coupler key 48. A suitable coupler 49 is provided with an opening 58 through which the key 48 passes, the butt of the coupler engaging the follower plate 42.

Preferably the coupler 49 is connected to the.

draft and buffing column in such a manner as to provide a predetermined limited amount of train slack on bufi but none on draft. The coupler is normally maintained in the position shown in Fig. la by the spring 34. On draft the coupler 49 pulls directly on the inner edge of the key 48,

the outer edge of which is in engagement with the ribs 48 whereby the draft force is transmitted through the spring housing to the draft and buffing column without train slack. When the coupler 49 is subjected to a buffing force, however, it moves inwardly relative to the key 48 by reason of the fact that the opening 58 is of greater extent than the key 48, and thereafter the coupler and key together can move inwardly relative to the draft and bufiing column by reason of the fact that the openings 41 are of greater extent than the key 48. The extent of this train slack movement of the coupler is limited by the engagement of the follower plate 42 with the ends of the walls 31 and 38, the spacing of the follower plate from these elements predetermining the train slack. As the follower plate .42 moves inwardly it engages and moves the head 38 of the link 35, thereby compressing the spring :34 to cushion the movement of the coupler.

As shown in Figs. 1, 2 and 4, the central portion of the center brace casting 5 is'provided with walls 5| supported by vertical webs 52 and.

defining a substantially rectangular opening through which the link 35 passes. The inner end of the link has a slot 53 through which extends a key 54 adapted to engage the inner face of the bolster and thereby to prevent outward :mcvement of the outer end of the spring 34.

Preferably spring 34 is installed under compression in order to maintain the coupler key and coupler in the normal position shown in Fig. la, and to allow for wear the key 54 is initially spaced slightly from the inner face of the bolster as indicated at 55. For installation under compression, the link' 35 is provided with shoulders 58 and the inner end of the spring bears against a two-part gag Washer 51. assembled on the link, compressed in a press, and held in compressed position by inserting gage between the shoulders 58 and the gag washer 51.

After installation the first bufiing force which compresses the spring also frees the gags which then drop out, leaving the parts in the position shown in the drawing.

Suitable follower means are provided for the inner end of the spring 34 which in the form shown comprise a follower casting 58 illustrated in Fig. '7. This casting is substantially cylindrical and is provided with longitudinal slots 59 -whereby it may be passed through an opening The spring may be The yielding cushioning means also includes friction means which, in the form shown (Figs. 2, 3, 9, 10 and 11), comprise a horizontal bar or plate 82 extending between the bolsters through the openings in the crossbearers and adapted to engage the top cover plate 22 of the draft and buffing column, said bar also constituting a. central floor support whereby the weight of the car body and its lading is effective to maintain frictional engagement between said bar or plate and column. As shown in Fig. 2, the ends of the bar 82 are suitably connected to the bolsters .by welding them to lugs 83 which extend inwardly from the bolsters. Secured in any suitable manner to the car floor, which is indicated at 84, are longitudinal stringers 85 which act as filler blocks to transmit the weight of the car body and its lading to the bar 82. As shown in Figs. 9 and 10, said stringers 85 are in lengths which extend between each pair of adjacent crossbearers and between the end crossbearers and the adjacent bolsters. 'It will be understood that any suitablenumber of these stringers can'be employed.

The construction of the crossbearers is illustrated in Figs. 9, i0 and 11. They comprise top bars 88, here shown as Z-bars, which extend transversely of the carbetween the end sills 2 above the draft and bufling column. The central portions of said bars 88 support the car flooring 85, but the portions of said bars intermediate the center and sides of the car are depressed at 8'! and intermediate floor supports 88, also here shown as Z-bars, extend longitudinally of the car over the depressed portions Bl. The bars 88 preferably are suitably secured to the crossbearers as by means of rivets 89,and the ends of said bars are suitably secured to the bolsters as by riveting them at 10 (Fig. 12). to lugs ll, whereby said bars also constitute longitudinal tie members for the underframe. The orossbearers also comprise bottom bars 12, here shown as Z-bars, which extend between the end sills 2 beneath the draft and buffing column. Vertical webs or diaphragms l3-connect the top 'bars'88 and bottom bars'lZ, said webs 13 being preferably welded to said bars and terminating in flanges 14 adjacent the center of the car. Hence the openings in the crossbearers for the draft and buffing column are formed by the bars 88 and i2 and by the flanges 14 of the web plates In order to avoid subjecting the crossbearers to longitudinal forces due to the movement of the draft and buffing column; means are provided to support and guide the column through the crossbearers whereby such longitudinal forces are substantially eliminated and at the same time additional friction is obtained toaid in yieldingly resisting the movement of the 001+ umn. To these ends the column is supported by and slides on members which extend continuously between the bolsters and are-in turn supported by the crossbearers. Preferab-lythese members'comprise angles 75 extending through thelower corners of the openings in the crossbearers suitably secured to the crossbearers'as by riveting them at l8 to the flanges :14; The angles it preferably extend continuously -"be-' tween and are connected to the bolsters and, as shown in Figures 1, 3, 4 and 5, they may befextended through the bolster openings to the outer face of the bolster and connected to the vertical .webs of the torque arms II by means ofyrivets 1.1; Hence the angles 15 not only support and guide the draft and bufiing column throughout its entire length intermediate the bolsters, but also constitute tie members connecting the bolsters andicrossbearers in a longitudinal direction. If desired, the bar'GZ may constitute a further longitudinal tie "member by suitably connecting it to the crossbearers.

The operation will be understood from the foregoingdescription and may be briefly summarized as follows:

When a draft force is applied to the coupler 49, the outward movement of the coupler is transmitted without train slack to the draft and bufiing column, causing it to move outwardly through the bolsters and .crossbearers. The outer end of the spring 34 is held against movement by the head '36 of the link 35, the key 54 engaging the inner face of the center brace casting. The stops 32 engagethe faces 6| of the follower casting 58, moving'said follower casting outwardly with the column and thereby compressing the spring 34 against the head of the link and resiliently resisting the movement of the draft and bufling column. At the same time the movement of said column is frictionally resisted by the friction between the bar 62 and the top cover plate 22 of the draft and buffing column, and by friction between the column and the angles 75, which frictional engagements are maintained by the weight of the car floor and its lading. If the draft force is great enough, the outward movement of the draft and bufling column will be limited by engagement of the inner oversolid stop 28 with the inner face 3| of the center brace casting. Normally,'however, the energy of the draft force will be absorbed and dissipated before this engagement takes place, whereupon the column will be returned to its normal position by expansion of the spring 34, this return movement being gradual due to the friction between the column and the bar 62 and angles 15.

When a buffing force is applied to the coupler 49, said coupler first moves inwardly relative to the draft and buffing column throughout its train slack travel, compressing the spring due to the engagement of the follower plate 42 with the link head 36 as above described, the inner end of the spring being supported by the center brace casting and the link 35 sliding through the bolster. Further inward movement of the coupler causes inward movement of the draft and buffing column due to the engagement of the follower plate 42 with the walls 3! and 3B of the spring housing, as well as further compression of the spring 34. The inward movement of the column is also resisted frictionally by the friction between the bar 62 and the top cover plate 22 of the draft and bufling column, and by the friction between said column and the angles 15. If the buffing force is great enough, maximum inward movement of the column will be limited .by engagement of the outer oversolid stop 25 with the outer face 21 of the center brace casting. Normally, however, the energy of the buffing force will be absorbed and dissipated before this engagement takes place whereupon the column will be returned to normal position by expansion of the spring 34, the return movement being gradual due to the friction between the column and the bar 62 and angles 15.

.Since the draft and buffing column is supported by the continuous angles 15, any longitudinal forces due to the friction of the column sliding on said angles will be absorbed by the angles themselves without substantial lonitudinal forces on the crossbearers. At the same time the crossbearers are tied togetherxin a longitudinal direction by the angles 15,.as well as by the floor supports .68 and, if desired,tby the bar 62. Furthermore, since there is no relative movement between the bar 62 and the stringers '65, the frictional resistance to movement of the column is obtained without subjecting th car flooring to "longitudinal forces.

It'will be seen that this construction of the cushioning mechanism, the crossbearer construction, and the longitudinal supports and tie members provides a strong, rigid assembly which operates effectively to produce the desired results of cushioning the movement of the draft and bufi'ing column both frictionally and resiliently while reducing the forces to which the various parts are subjected in service. At the same time these results are accomplished with a simple, readily assembled structure having fewer parts than constructions heretofore employed andenabling subtantial reductions in both cost and weight,

While only one embodiment of the invention has been described and illustrated in the drawings, it will be understood that the invention is not restricted to this embodiment and it will now be apparent to those skilled in the art that various changes may be made in the form, details of construction and arrangement of the parts without departing from the spirit of the invention. Reference should therefore be had to the appended claims for a definition of the limits of the invention.

What is claimed is:

1. In a railway car, the combination of body bolsters adjacent the ends of the car, a plurality of crossbearers intermediate said bolsters, said bolsters and crossbearers having centrally disposed alined openings, a load-supporting draft and bufiing column movable longitudinally of the .car through said openings, and yielding means for resisting relative movement between said column and car body, said yielding means com- .prising resilient means connected between said column and bolsters and friction means engaging and supporting said column and extending continuously through .a plurality of crossbearer openings, said friction means being interposed .between said column and crossbearers.

2. In a railway car, the combination of body bolsters adjacent the ends of the car, a plurality of crossbearers intermediate said .bolsters, said .bolsters and crossbearers having centrally disposed alined openings, a draft and bufiing column movable .longitudinallyof the car through said openings, yielding means for resisting relative movement between said column and car body, said yielding means comprising resilient .means connected between said column and bolsters and friction means engaging the top and bottom of said column and extending continuously through a plurality of crossbearer openings, said friction means being interposed between said column and :said crossbearers, and load-supporting means bearing on the top friction means.

3. In a railway car, the combination of body bolsters adjacent :the ends of the car, a plurality of crossbearers intermediate said bolsters, said bolsters and crossbearers having centrally disposed alined openings, a draft and bufiing column movable longitudinally of the car through said openings, yielding means for resisting relative movement between said column and car body, :said yielding means comprising resilient means connected between said column and bolsters and friction means comprising upper and lower mem-' bers slidably engaging said column, said members extending continuously between the bolsters through the crossbearer openings and being interposed between the column and the crossbearers, and load-supporting means bearing on said upper member.

4. In a railway car, the combination of body bolsters adjacent the ends of the car, a plurality of crossbearers intermediate said bolsters, said bolsters and crossbearers having centrally disposed alined openings, a draft and bufiing column movable longitudinally of the car through said openings and supporting the load of the car floor, yielding means for resisting relative movement between said column and bolsters, and friction members extending continuously through a plurality of said crossbearer openings and secured to said crossbearers, said members being disposed in the lower corners of said openings and having horizontal surfaces for frictionally guiding said column.

5. In a railway car, the combination of body bolsters adjacent the ends of the car, a plurality of crossbearers intermediate said bolsters, said bolsters and crossbearers having centrally disposed alined openings, a draft and bufiing column movable longitudinally of the car through said openings and supporting the load of the car floor, yielding means for resisting relative movement between said column and bolsters, and tie members extending continuously between the bolsters through the openings in said crossbearers and secured to said crossbearers and at their ends to said bolsters, said tie members being disposed in the lower corners of said openings and having horizontal surfaces for frictionally guiding and supporting said column.

6. In a railway car, the combination of body bolsters adjacent the ends of the car, a plurality of crossbearers intermediate said bolsters, said bolsters and crossbearers having centrally disposed alined openings, a draft and bufiing column movable longitudinally of the car through said openings and supporting the load of the car floor, said crossbearers comprising transverse members above and below said column and vertical webs connecting said members, the inner ends of said webs having flanges defining the sides of said openings, and friction members extending continuously through a plurality of crossbearer openings and frictionally engaging and supporting said column, said members being secured to said flanges and also secured at their ends to said bolsters.

'7. In a railway car, the combination of body bolsters adjacent the ends of the car, a plurality of crossbearers intermediate said bolsters, said bolsters and crossbearers having centrally disposed alined openings, a draft and buffing column movable longitudinally of the car through said openings and supporting the load of the car floor, said crossbearers comprising transverse members above and below said column and vertical webs connecting said members, the inner ends of said webs having flanges defining the sides of said openings, and tie members extending continuously through a plurality of crossbearer openings and secured to said flanges, said tie members having horizontal surfaces for guiding and supporting said column.

8. In a railway car, the combination of body bolsters adjacent the ends of the car, a plurality of crossbearers intermediate said bolsters, said bolsters and crossbearers having centrally disposed alined openings, a draft and buffing column movable'longitudinally of the car through said openings, yielding means for resisting relative movement between said column and bolsters, a central floor support extending between said bolsters through the openings in said crossbearers and adapted to engage the top of;said column and separate it from said crossbearers, and floor supporting means carried by the car body between said crossbearers and bearing on said floor support.

9. In a railway car, the combination of bolsters adjacent the ends of the car, a plurality of crossbearers intermediate said bolsters, said bolsters and crossbearers having centrally disposed alined openings, a draft and buffing column movable longitudinally of the car through said openings, yielding means for registering relative movement between said column and bolsters, and a, horizontal wear plate extending through the openings in said crossbearers and secured at its opposite ends to said bolsters, the car body .being provided intermediate the crossbearers with depending floor supporting means engaging said wear plate to maintain it in frictional engagement with the top of said column.

10. In a railway car, the combination of bolsters adjacent the ends of the car, a plurality of crossbearers intermediate said bolsters, said bolsters and crossbearers having centrally disposed alined openings, a draft and buffing column movable longitudinally of the car through said openings, yielding means for resisting relative movement between said column and bolsters, a central floor support extending between said bolsters through the openings in said crossbearers and adapted to engage the top of said column, floor supporting means carried by the car body between said crossbearers and bearing on said floor support, and floor supports comprising tie members extending between said bolsters over the tops of said crossbearers intermediate the center and the sides of the car.

11. In a railway car, the combination of bolsters adjacent the ends of the car, a plurality of crossbearers intermediate said bolsters, said b01- sters and crossbearers having centrally disposed alined openings, a draft and buffing column movable longitudinally of the car through said openings, yielding means for resisting relative movement between said column and bolsters, said crossbearers extending transversely of the car above and below said column and their top surfaces being depressed intermediate the center and sidesof the car, a central floor support extending through the openings in said bolsters and adapted to engage the top of said column, floor supporting filler means carried by the car body intermediate said crossbearers and bearing on said floor support, and floor supports extending longitudinally of the car over said depressed portions.

12. In a railway car, the combination of bolsters adjacent the ends of the car, a plurality of crossbearers intermediate said bolsters, said bolsters and crossbearers having centrally disposed alined openings, a draft and buffing column movable longitudinally of the car through said openings, yielding means for resisting relative movement between said column and bolsters, a central floor support extending between said bolsters through the openings in said crossbearers and adapted to engage frictionally the top of said column, floor supporting means carried by the 1 1 car body between said crossbearers and bearing.

on said floor support; anditi'ejniembers extending continuously through a; plurality of said crossbearer openings and secured; to said crossbearers, said tie members being disposed in the lower cornets of. said openings and having horizontal sur-. faces 'for frictionally guiding said column.

13.'In a. railway car, thecombination of bolsters adjacent the ends. of the car, a plurality of crossbearers intermediate said bolsters, said bolsters and crossbearers. having centrally disposed alined openings, a draft and buffing column movable. longitudinally of the carthrough said openings, yielding means for resisting. relative movement between said columnand bolsters, a central floor support extending between said bolsters through the openings in said crossbearers and adapted 'to engage the top of said column, floor supporting means carried by the car body between said crossbearers and bearing on said floor support, and tie members extending continuously between said bolsters through the openings in said'crossbearers and securedv to said crossbearers and at their ends to said bolsters,.vsaid tie members'being disposed in the corners of said openings' and: having horizontal surfaces: for: said'column.

14. In a; railway car, the combination of body bolsters adjacent the ends of the car; a: plurality of crossbearers" intermediate. said bolsters;v said bolsters and crossbearers' havingv centrally; dis.- posed alined openings, a draft and bufling column movable longitudinally of the car; through said openings, yielding means-for resisting; relative movement between said column and bolsters-,\said crossbearers: comprisingtransverse members aboveand below saidcolumn and vertical Webs connecting saidmembers, the inner endstof said webs having flanges defining the sidesof? said openings; tie members extending continuously between the bolsters through said: openings and secured to said flanges and at. their ends to said bolsters, a central floor support extending be-. tween saidbolsters through the openings in said crossbearers and adapted to engage-the topof said column, and floor supporting means carried by the car body between said crossbearers and bearing. on said floor support.

OTHO C. DURYEA.

uidin 

